EP3492283A1

EP3492283A1 - Tire tread comprising a stabilizer structure

Info

Publication number: EP3492283A1
Application number: EP18207946.7A
Authority: EP
Inventors: Ashley Amanda Jones; John Stephen Guilford; Derek John Becker
Original assignee: Goodyear Tire and Rubber Co
Current assignee: Goodyear Tire and Rubber Co
Priority date: 2017-12-01
Filing date: 2018-11-23
Publication date: 2019-06-05
Anticipated expiration: 2038-11-23
Also published as: EP3492283B1; US20190168546A1; US11701925B2

Abstract

A tread (11) for a tire (10) is disclosed. The tread (11) comprises a first circumferential main groove (24) and a second circumferential main groove (22). The second circumferential main groove (22) comprises a stabilizing structure (220) comprising a circumferentially extending wavy or sinusoidal subgroove (222) in a radially innermost bottom of the fourth circumferential main groove (22).

Description

Field of Invention

The present invention relates to a tread for a tire and more specifically to a tread for a pneumatic tire such as a truck tire.

Background of the Invention

A construction is adopted in conventional pneumatic tires in which, when a cross-section is viewed from a tire meridian direction, a contact patch of a shoulder rib arches and forms a convex on an inner side of a tire radial direction. Due to this construction, contact pressure of the tire is distributed evenly over a center region and a shoulder region of a tread portion and uneven wear of the tire may be suppressed.

Summary of the Invention

The invention relates to a tread in accordance with claim 1, to a tire in accordance with claim 8 and to a method in accordance with claim 9.
Dependent claims refer to preferred embodiments of the invention.
A tread for a tire in accordance with one embodiment of the present invention includes a first circumferential main groove, a second circumferential main groove, a third circumferential main groove, and a fourth circumferential main groove. The fourth main groove has a stabilizing structure for increasing tread stiffness. The stabilizing structure has a circumferentially extending wavy subgroove in a radially innermost bottom of the fourth circumferential main groove.
According to a preferred aspect of the tread, the subgroove has a curved, cylindrical radially innermost surface for mitigating cracking and increasing axial flexibility of the stabilizing structures.
According to still another preferred aspect of the tread, an axial width of the subgroove shrinks to 0.0 mm under a predetermined operating condition.
According to yet another preferred aspect of the tread, the subgroove has a first sidewall and a second sidewall interconnected by the curved, cylindrical radially innermost surface of the subgroove.
According to still another preferred aspect of the tread, the first sidewall abuts the second sidewall under the predetermined operating condition.
According to yet another preferred aspect of the tread, relative motion between the first sidewall and the second sidewall is prevented by a wavy configuration of the first sidewall and a corresponding wavy configuration of the second sidewall.
A method in accordance with the present invention stiffens a tire tread. In accordance with one embodiment of the present invention, the method comprises the steps of: extending a first circumferential main groove across the tire tread; extending a second circumferential main groove across the tire tread; circumferentially extending a wavy subgroove across a radially innermost cylindrical bottom surface of the first main groove; and curving a radially innermost surface of the subgroove. The radially innermost surface of the subgroove being radially inside the radially innermost cylindrical bottom surface of the first main groove. sidewall under the predetermined operating condition.
A system in accordance with the present invention increases cornering stiffness of a tire tread. The system includes a first circumferential main groove, a second circumferential main groove, and a stabilizing structure for increasing tread stiffness. The stabilizing structure has a circumferentially extending wavy subgroove in a radially innermost bottom of the first main groove.
According to a preferred aspect of the system, the subgroove has a curved, cylindrical radially innermost surface for mitigating cracking and increasing axial flexibility of the stabilizing structures.

Definitions

"Axial" and "axially" are used herein to refer to lines or directions that are parallel to the axis of rotation of the tire.
"Circumferential" means lines or directions extending along the perimeter of the surface of the annular tire parallel to the Equatorial Plane (EP) and perpendicular to the axial direction; it can also refer to the direction of the sets of adjacent circular curves whose radii define the axial curvature of the tread, as viewed in cross section.
"Groove" means an elongated void area in a tread that may extend circumferentially or laterally about the tread in a straight, curved, or zigzag manner. Circumferentially and laterally extending grooves sometimes have common portions.
The "groove width" may be the tread surface occupied by a groove or groove portion divided by the length of such groove or groove portion; thus, the groove width may be its average width over its length. Grooves may be of varying depths in a tire. The depth of a groove may vary around the circumference of the tread, or the depth of one groove may be constant but vary from the depth of another groove in the tire. If such narrow or wide grooves are of substantially reduced depth as compared to wide circumferential grooves, which they interconnect, they may be regarded as forming "tie bars" tending to maintain a rib-like character in the tread region involved.
"Radial" and "radially" are used to mean directions radially toward or away from the axis of rotation of the tire.
"Rib" means a circumferentially extending strip of rubber on the tread which is defined by at least one, preferably circumferential groove and either a second such groove or a lateral edge. The strip may be laterally undivided by full-depth grooves.
"Sipe" or "incision" means small slots molded into the tread elements of the tire that subdivide the tread surface and improve traction; sipes may be designed to close when within the contact patch or footprint.
"Tread" means a molded rubber component which, when bonded to a tire casing, includes that portion of the tire that comes into contact with the road when the tire is normally inflated and under normal load.
"Tread element" or "traction element" means a rib or a block element.
"Tread width" means the arc length of the tread surface in a plane including the axis of rotation of the tire.

Brief Description of the Drawings

The present invention will be better understood through reference to the following description and the appended drawings, in which:

FIG. 1 is a schematic perspective view of a tire in accordance with the present invention.
FIG. 2 is a schematic orthogonal view of the tread of the tire of FIG. 1.
FIG. 3 is a schematic detail view of the tread of FIG. 2.
FIG. 4 is a schematic section view taken along the line "4-4" in FIG. 2.
FIG. 5 is a schematic detail drawing of a shoulder area of FIG. 4.

Detailed Description of Example Embodiments of the Invention

Referring now in more detail to the drawings, the present invention will below be described in more detail.
A pneumatic tire 10, which could also be a non-pneumatic tire, is illustrated in FIGS. 1-5 and has a tread 11 with relatively narrow circumferential shoulder ribs 18 defined by circumferential shoulder grooves 28 at the lateral edges of the main tread portion. The axial width of the circumferential shoulder ribs 18 is each preferably in a range of from 2% to 10%, more preferably 3% to 7% of overall the axial width of the tread 11. The narrow circumferential shoulder ribs 18 are preferably sacrificial ribs. Preferably, the tire 10 is a truck tire.
The shoulder grooves 28 have curved, in cross-section preferably cylindrical or hemispherical radially innermost surfaces 29 to mitigate cracking (see FIG. 5). In cross-section, the shoulder grooves 28 overall preferably have a key-hole shape with a widened, basically rain drop shaped or circular radial inner portion. The width of the shoulder grooves 28 at their radially outermost portion is preferably in a range of from 0.7 mm to 3 mm, more preferably 1-2 mm.
The narrow shoulder ribs 18 are preferably radially recessed from the main tread portion as shown in Fig. 4. This recess is preferably in a range from 0.5 to 2 mm. Accordingly, there is a respective step in the tread 11 at the shoulder groove 28 when moving axially from the shoulder rib 18 towards the equatorial plane of the tire 10.
The main tread portion is preferably defined by a pair of intermediate circumferential first ribs 12, a pair of intermediate circumferential second ribs 14, and one or more center circumferential third ribs 16.
The intermediate circumferential first ribs 12 are each defined by the respective shoulder groove 18 and a respective first circumferential groove 22.
The intermediate circumferential second ribs 14 are each defined by the respective first circumferential groove 22 and a respective second circumferential groove 24.
The center circumferential third rib 16 is defined by the second circumferential grooves 24.
The first circumferential groove 22 serve as stabilizing circumferential grooves 22.
The two second or central circumferential grooves 24 preferably each have a trapezoidal cross-section with slanted walls and a flat bottom (FIG. 4). The slanted walls preferably make an angle with the equatorial plane of the tire 10 in a range of from 10 to 30 degrees, more preferably 15 to 25 degrees.
The radial depth of the second or central circumferential grooves 24 is preferably in a range of from 12 to 20 mm and/or in a range of from 80% to 100% or from 90% to 100% of the non-skid depth of the tread 11.
The intermediate circumferential second ribs 14 and the center intermediate circumferential third rib 16 preferably each have wavy blind sipes 15, 17, respectively, for improving performance of the tread 11.
The two first circumferential grooves 22 preferably also have a trapezoidal cross-section with slanted walls and a flat bottom, similar to the two central circumferential grooves 24. The slanted walls preferably again make an angle with the equatorial plane of the tire 10 in a range of from 10 to 30 degrees, more preferably 15 to 25 degrees.
As shown in FIG. 4, the radial depth of each of the two first circumferential grooves 22 is shallower or less than the depth of the central circumferential grooves 24.
The radial depth of each of the two first circumferential grooves 22 is preferably 50% or about 50% of the central groove depths (FIG. 4). In another embodiment, the radial depth of each of the two first circumferential grooves 22 is in a range of from 40% to 70% or 40% to 60% of the central groove depths.
At the flat bottom of each of the two first circumferential grooves 22 is a stabilizing structure 220.
The stabilizing structures 220 are defined circumferentially extending wavy or sinusoidal subgrooves 222 in the bottoms of the grooves 22. The wavelength of the wavy or sinusoidal subgrooves 222 in the circumferential direction is preferably in a range of from 8 to 50 mm, more preferably 10 to 40 mm.
As shown in FIG. 3, both the axial width of the subgrooves 222 and the axial width of the wave or sinusoidal pattern of the subgrooves 222, i.e. twice their amplitude, is preferably be less than the axial width of the bottoms of the circumferential grooves 22.
Preferably, the axial width of the subgrooves 222 is in a range of from 5 to 25%, more preferably 10 to 20%, of the axial width of the bottoms of the circumferential grooves 22.
Preferably, the axial width of the wave or sinusoidal pattern of the subgrooves 222 is in a range of from 25 to 80%, more preferably 30 to 50%, of the axial width of the bottoms of the circumferential grooves 22.
The subgrooves 222 preferably extend into curved, in cross-section preferably cylindrical or hemispherical radially innermost surfaces 229 to mitigate cracking and to increase axial flexibility of the stabilizing structures 222 (FIG. 5). Hence, the subgrooves 222 together with the radially innermost surfaces 229 overall preferably have a key-hole shape with a widened, basically rain drop shaped or round radial inner portion. The axial width of the radially innermost surfaces 229 is preferably in a range of from 70 to 110%, more preferably 90 to 100%, of the axial width of the bottoms of the circumferential grooves 22. More
The total radial depth of the two first circumferential grooves 22 including the radial depth of the subgrooves 222 and the innermost structures 229 is preferably in a range of from 90% to 110%, more preferably 100% or about 100% of the radial depth of the center or second circumferential grooves 24.
When an axially inward load is placed on the tread 11, such as while the vehicle is cornering, the axial width of the subgrooves 222 may shrink to as little as 0.0 mm (e.g., touching). Because of the wavy pattern of the subgrooves 222, the walls of the subgrooves may interlock thereby preventing relative circumferential movement between the walls of the subgrooves 222. This may provide an increase in stiffness of the tread 11 while cornering, without requiring increased overall stiffness of the tread during straight line movement of the vehicle.
During normal running of the vehicle, the relatively narrow sacrificial shoulder ribs 18 may remain recessed to maintain a sharp edge at the axially or laterally outer edges of first ribs 12. The narrow shoulder ribs 18 may deflect into the first ribs 12 during lateral maneuvers of the vehicle in order to laterally support the first ribs 12. These narrow shoulder ribs 18 may hence have a coupling effect with the first ribs 12 to maintain a flat lateral or transverse profile of the footprint of the tread 11.
The narrow shoulder ribs 18 preferably wear at essentially the same rate as the main tread portion thereby maintaining a stable radial recess or offset distance from the main tread profile (FIG. 5).

Claims

A tread for a tire (10), the tread (11) comprising:
a first circumferential main groove (24); and

a second circumferential main groove (22), the second circumferential main groove (22) comprising a stabilizing structure (220) comprising a circumferentially extending wavy or sinusoidal subgroove (222) in a radially innermost bottom of the fourth circumferential main groove (22).
The tread as set forth in claim 1 wherein the subgroove (222) has a in cross-section curved, cylindrical or hemispherical radially innermost surface (229).
The tread as set forth in claim 1 or 2 wherein an axial width of the subgroove (222) is such that it shrinks to 0.0 mm under predetermined operating conditions of the tire (10).
The tread as set forth in at least one of the previous claims wherein the subgroove (222) has a first sidewall and a second sidewall interconnected by the curved innermost surface (229) of the subgroove (222).
The tread as set forth in claim 4 wherein the first sidewall abuts the second sidewall under predetermined operating conditions of the tire.
The tread as set forth in claim 5 wherein relative motion between the first sidewall and the second sidewall is prevented or reduced by a wavy configuration of the first sidewall and a corresponding wavy configuration of the second sidewall.
The tread as set forth in at least one of the previous claims, wherein the tread (11) further comprises a third circumferential main groove (24) and a fourth circumferential main groove (22).
A tire comprising the tread (11) in accordance with at least one of the previous claims.
A method for stiffening a tire tread, the method comprising the steps of:
extending a first circumferential main groove (22) across the tire tread (11);

extending a second circumferential main groove (24) across the tire tread (11);

circumferentially extending a wavy or sinusoidal subgroove (222) across a radially innermost bottom surface of the first main groove (22); and

curving a radially innermost surface of the subgroove (222), the radially innermost surface (229) of the subgroove (222) being radially inside the radially innermost bottom surface of the first main groove (22).
The method as set forth in claim 8 wherein curved radially innermost surface (229) of the subgroove (222) mitigates cracking and increases axial flexibility of the first main groove (22).